Titusville, PA, USA
N13126
CESSNA 172M
The instrument-rated flight instructor and student pilot were on a night visual flight rules cross-country flight that included landings at two other airports and a return to the original departure airport. The student pilot had obtained a preflight weather briefing that indicated that some local weather reporting stations were reporting marginal visibilities, likely due to ground fog. A postaccident weather study indicated that the weather conditions were likely to deteriorate further and become instrument meteorological conditions due to ground fog. Local law enforcement personnel were dispatched to the destination airport after citizens called the emergency operators and reported an airplane was circling the airport. A police officer who was unable to locate the airplane reported that a heavy fog was present and visibility was between 30 to 40 feet. Review of recorded radar data revealed the airplane flew over the destination airport at 2,700 feet above ground level (agl). The last radar return indicated the airplane had descended to 1,500 feet agl about 1 /2 mile south west of the destination airport. The airplane was located in the vicinity of that radar return. The flight instructor and student pilot likely encountered instrument meteorological conditions as they approached their original departure airport; however, they did not contact or request any assistance from air traffic controllers. Examination of the airplane revealed no preaccident mechanical malfunctions or failures that would have precluded normal operation.
HISTORY OF FLIGHT On August 20, 2011, at 0034 eastern daylight time, a Cessna 172M, N13126, collided with trees and terrain while descending, about 1/2 mile south of the Titusville Airport (6G1) Titusville, Pennsylvania. The airplane was registered to and operated by Titusville Aero club Inc, as a 14 Code of Federal Regulations Part 91 instructional flight. The airplane sustained structural damage and a post crash fire ensued. The certified flight instructor and student pilot were fatally injured. The flight originally departed 6G1 about 2100 on a visual flight rules (VFR) night cross country flight to Erie International Airport (ERI), Eire, Pennsylvania, arriving at 2306. The flight departed ERI at 2307, then arrived and departed Willoughby Lost Nation Municipal Airport (LNN), Willoughby, Ohio, at an undetermined time. The flight encountered instrument meteorological conditions (IMC) in the vicinity of 6G1; however, there was no contact with or request for assistance from air traffic control (ATC). The airplane was reported missing at 1008 on August 20, 2011, and located by ground personnel at 1115. According to a Federal Aviation Administration (FAA) inspector, the pilot's last contact with Erie Approach was at 2319, when the airplane was 22 nautical miles west of ERI. Local law enforcement personnel were dispatched at 0038 to 6G1 after citizens called the emergency operators and reported an airplane was circling the airport. An officer arrived at the airport at 0048. The officer could not hear and did not locate the airplane. He stated that a heavy fog was present and visibility was between 30 to 40 feet. A witness, who lived in the vicinity of the accident site, heard the airplane approaching his grandfather's house. He then heard a loud impact about 0030. The witness thought he was dreaming and went back to bed. He informed his grandfather in the morning that he thought an airplane had crashed behind their house. Review of recorded radar data from Clearfield, Pennsylvania, revealed the airplane flew over 6G1 at 2,700 feet at 0028. The last radar return was at 0034, and the airplane had descended to 1,500 feet, about 1 /2 mile southwest of 6G1. PERSONNEL INFORMATION The flight instructor, age 43, held a commercial pilot certificate with ratings for airplane single-engine land, airplane multiengine land, and instrument airplane, issued on August 11, 2009. In addition, he held a flight instructor certificate with ratings for airplane single-engine, airplane multiengine, and instrument airplane, issued on March 24, 2011. The flight instructor's logbook was not recovered and his last instrument proficiency check, flight review, instrument fight, and night flight could not be determined. The flight instructor held a third-class medical certificate, issued on April 28, 2008, with no restrictions. The flight instructor indicated on his application for the third-class medical that he had 1600 total flight hours. His wife stated that he normally kept his logbook in the airplane while flying. The student pilot, age 46, held a third-class medical certificate, issued on May 17, 2011, with the restriction "must have available glasses for near vision." The student pilot's logbook was not located and his total flight time could not be determined. AIRCRAFT INFORMATION The Cessna 172M was a four-place airplane with a fixed tricycle landing gear, serial number 17262516, manufactured in 1973. A Lycoming O-360-A4M, 180-horsepower, horizontally-opposed, four-cylinder engine powered the airplane. Review of the airplane logbooks revealed the last annual inspection was conducted on March 1, 2011, at a recorded tachometer time of 4,381.60 hours. The total time on the engine at the annual was 984.50 hours. The inspector with inspection authorization wrote in the logbook, "I certify that this airframe has been inspected in accordance with an annual inspection and the following discrepancies exist. 1. You must flight test and sign off on the Aux. vac system. 2. Flaps are set to exceed 30 %." The corrective action was recorded in the airframe logbook but not signed off. A correction was made by a memorandum and placed in the logbook on August 29, 2011. The airplane flew 58.7 hours since the last annual inspection. The transponder, altimeter, encoder, and static system tests were completed on August 25, 2009. The total airframe hours at the time of the accident were 4,440.3 hours. The total time on the engine at the accident site was 1,043.2 hours. The airplane was last refueled at 6G1 on August 19, 2011, and was topped off with 4.3 gallons of 100 low lead fuel. METEOROLOGICAL INFORMATION The student pilot contacted Lockheed Martin at 2037 and received a weather briefing for the flight. He declined to file a VFR flight plan and informed the controller that his total flight planned route with intermediate stops was 1 hour and 45 minutes. The briefer informed the pilot there was a high pressure system over Pittsburgh and another high pressure system over the thumb of Michigan. He further stated that Franklin, Pennsylvania was marginal VFR. He added that the terminal forecast for Franklin up to 2300 was visibility 3 miles and mist. The briefing ended at 2048. The National Weather Service (NWS) Surface Analysis Chart for 2300 on August 19, 2011 depicted a high pressure system dominating over the area with calm winds, clear skies, and high relative humidity. All of the surrounding station models across the region depicted a temperature-dew point spread of 3 degrees F or less with mist. The NWS Weather Depiction Chart for 2400 depicted an extensive area of marginal visual flight rules (MVFR) conditions with several areas of IFR conditions across the state. Titusville did not have weather reporting capability; the closest reporting site was from Venango Regional Airport (FKL), Franklin, Pennsylvania, located approximately 15 miles south of the accident site at an elevation of 1,540 feet. The airport had an automated weather observation system (AWOS) installed without a precipitation discriminator, which could not specifically report weather type. The observation immediately after midnight, indicated visibility rapidly deteriorated to IFR conditions and continued through 0730. At the approximate time of the accident, FKL reported calm wind, visibility 2.5 miles, weather type missing, clear skies, with a temperature of 16 degrees C, and dew point of 15 degrees C. The NWS Pittsburgh (PIT) upper air sounding depicted a surface based temperature inversion and favorable conditions for the formation of radiation type fog, with light winds, high relative humidity, and clear skies. No specific areas of turbulence or icing were identified on the sounding. The Geostationary Operational Environmental Satellite-13 infrared band 4 image at 0015 depicted a relatively cloud free area over the accident site with a surface based obscuration. The NWS area forecast expected a weak pressure gradient over the area, with VFR conditions expected over northwestern Pennsylvania, with high scattered clouds at 10,000 feet, and MVFR conditions in mist expected in the valley areas after 0400 through 0800. The NWS Aviation Weather Center issued an Airmen's Meteorological Information (AIRMET) for IFR conditions over the accident area at 2245, which was valid until 0500 the next morning on August 20, 2011. The advisory expected ceilings below 1,000 feet above ground level (agl) and visibility below 3 miles in mist. The conditions were expected to develop between 0200 and 0500, and continue beyond 0500 and end between 0800 and 1100. The NWS terminal forecast for FKL, current at the time the flight departed, expected VFR to MVFR conditions in mist to prevail during the period. At the time of the accident, MVFR conditions in mist were expected, with a temporary period of IFR conditions between 0200 and 0600. The next forecast was issued at 2325 and effectively replaced the earlier forecast, and was valid from 2300 through 0200 on August 20, 2011. The updated FKL forecast for the period of the accident from 2300 through 0200 expected calm wind, visibility 1/2 mile in fog, ceiling overcast at 200 feet agl. From 0200 to 0900, wind variable at 3 knots, visibility 1/4 mile in dense fog, ceiling overcast at 100 feet agl. The student pilot called the Raleigh Federal Contract Flight Service Station (FCFSS) at 2037 on August 19, 2011 and obtained a preflight weather briefing for the VFR night cross-country flight. Upon initial contact he indicated to the briefer that he was a student pilot and then indicated a private pilot. After obtaining the general route information from the student, the briefer stated that there were no adverse weather conditions for the area expected, and added that high pressure was dominating over the area. The briefer further stated that Franklin, Pennsylvania was reporting MVFR conditions due to an unspecified restriction with clear skies and visibility 5 miles, temperature 18 degrees C, dew point 17 degrees C, but that all the other surrounding stations were reporting VFR conditions. The briefer then provided the area forecast and terminal forecast for Cleveland, FKL, and ERI. The briefer indicated that FKL was expecting a period of 3 miles in mist, which he remarked was "just barely VFR," and the student pilot acknowledged the statement. The briefer then provided winds aloft, and notice to airmen for the route, and advised that flight watch was available for additional help if needed and the briefing concluded. Data from the United States Naval Observatory indicated at the time of the accident the Moon was approximately 20 degrees above the horizon at an azimuth of 85 degrees, and 66 percent of the Moon’s visible disk illuminated. The model guidance for FKL at 0200 indicated a temperature of 58 degrees F, dew point of 56 degrees F, sky clear, calm wind, and visibility greater than 5 miles in mist. At 0500, the model indicated a temperature of 55 degrees F, dew point 54 degrees F, sky clear, wind calm, a surface based obscuration with a ceiling of 200 feet agl or less, with visibility less than 1/2 mile in fog. IFR conditions in fog were expected to continue through 0800. AIRPORT INFORMATION Titusville has a medium intensity runway edge lighting (MIRL) system. The MIRL is set up with three intensity steps, with either an off or low status during idle periods (i.e., at night when the lights are not energized). The intensity steps selected per number of airplane microphone clicks. Three clicks activate low intensity lights. Five clicks activate medium intensity and seven clicks activate high intensity. The timer for how long the lights stay illuminated depends on the setting by the airport. Titusville lights were set for 18 minutes or less. The lights were tested after the accident by runway personnel using a hand held device on frequency 122.9 and all lights were operational. WRECKAGE AND IMPACT INFORMATION Examination of the crash site revealed the airplane collided with a tree about 66 feet above the base in a descending nose down attitude on a heading 010 degrees magnetic. A piece of the right aileron was located 68 feet in front of the initial tree impact. Browning of vegetation was present along the 208-foot-long crash debris line (CDL). The airplane continued down the CDL 136 feet and a piece of the bottom engine cowling and right wing spar was located to the right of the CDL. Tree branches were located along the CDL exhibiting "V" cut signatures. The airplane continued down the CDL 192 feet and the left wing separated. The airplane continued forward and came to rest inverted on a heading of 010-degrees magnetic. Examination of the wreckage revealed the propeller assembly remained attached to the propeller crankshaft flange. The starter ring gear support was broken. One propeller blade exhibited torsional twisting and "S" bending with leading edge gouging. The propeller blade was bent aft at mid-span 90 degrees and twisted beyond low pitch. Chord-wise scaring was present on the cambered side of the propeller blade. The remaining propeller blade exhibited "S" bending on the outboard 6 inches of the propeller blade tip. The propeller blade was twisted to high pitch. Gouging was present on the leading edge. Chord-wise scarring was present on the cambered side of the propeller blade. The propeller spinner was not observed. The upper and lower engine cowlings were separated. The engine was displaced to the left and upward. The engine firewall was buckled. All engine mounts were separated except for the top right engine mount, which was partially fractured. All engine accessories remained attached to the engine except for the carburetor. The nose wheel assembly remained attached to the nose gear trunnion and the trunnion remained attached to the firewall. The cabin area, from the engine firewall extending aft to the baggage compartment, was consumed by fire. The forward windscreen was destroyed. The instrument panel was intact and damaged. All gyro flight instruments were damaged. The attitude indicator and directional gyro were disassembled and scoring was not present on the rotor and rotor housing. The tachometer indicated 4,440.3 hours. The HOBBS meter indicated 4,392.9 hours. The fuel selector handle was in the both position; the fuel selector valve was melted. Continuity of the flight control system was confirmed from the control yoke aft to all flight control surfaces. The aileron direct cable exhibited tension over load at the right cabin door post. The aileron interconnect cable was fractured between both ailerons. The left and right cabin doors were separated from the airframe. The left cabin door lock was in the unlocked position. The right cabin door was in the locked position. The left and right forward seats and restraint systems were consumed by fire and not located. The rear cabin bench seat and restraint systems were consumed by fire and not located. The rear baggage compartment and cargo net were consumed by fire. The rear baggage compartment door was in the locked position. The rear cabin window was consumed by fire. The left main landing gear was separated from the airframe. The right main landing gear remained attached to the airframe. The right wing was fire damaged and separated at the wing root. The right wing was also separated at the flap and aileron split, and at the mid-section of the aileron. The wing tip was separated and fragmented. The leading edge of the right wing was fragmented from the wing root extending outboard to the wing tip. The upper and lower wing skins were buckled and fire damaged. The right main fuel tank was ruptured. The fuel cap was secure with a tight seal. The right flap was attached at all hinge points and was damaged. The right aileron was attached at all hinge points and fragmented. The flap was not extended. The right main wing strut was split in half. The empennage was intact and sustained fire damage. The dorsal fin was damaged. The leading edge of the vertical fin was damaged. The rudder was damaged and remained attached to the vertical fin with the balance weight attached. The right horizontal stabilizer was damaged and remained attached to the empennage. The leading edge of the stabilizer exhibited downward crushing. Leaves were present in the skin fractures. The right elevator was damaged and remained attached to all hinge points. The top and bottom of the horizontal stabilizer was buckled. The left horizontal stabilizer remained attached to the empennage and exhibited downward bending. The leading edge exhibited numerous dents about 2 to 4 inches wide. The top and bottom of the horizontal stabilizer was buckled. The left elevator was damaged and partially separated at mid section. The left wing separated at the wing root and aileron flap split. No fire damage was present on the left wing. The leading edge of the wing exhibited accordion crushing from the wing root extending outboard to the wing tip. The leading edge at the wing tip was compressed inward to the forward spar. The upper and lower wing skins were buckled. The left main fuel tank was ruptured. The left main fuel cap was secure with a tight seal. The left flap was damaged and remained attac
The flight instructor's improper decision to attempt a visual descent into instrument meteorological conditions while approaching the destination airport, which resulted in an in-flight collision with trees and terrain.
Source: NTSB Aviation Accident Database
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